Caster and camber compensation for banking vehicles



CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov. 22, 1947 Jan. 1, 1952 J. KOLBE 9 Sheets-Sheet l [2: Vemor Jan. 1, 1952 J. KOLBE 2,580,558

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed-Nov. 22, 1947 9 Sheets-Sheet 2 Jfft'arney Jan. 1, 1952 J. KOLBE 2,580,558

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov 22, 1947 9 sheets-sheet 5 IN V EN TOR.

Jf/bzwey J. KOLBE Jan. 1, 1952 CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES 9 Sheets-Sheet 4 Filed Nov. 22 1947 Jan. 1, 1952 J. KOLBE 2,580,558-

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov. 22, 1947 9 Sheets-Sheet 5 Ja 1, 1952 J. KOLBE'. 2,580,558

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov. 22, 1947 9 Sheets-Sheet 6 F1; JO

INVENTOR. C/oaaJ/mw /%/Ze Jan. 1, 1952 J. KOLBE 5 CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nev. 32, 194'? 9 Sheets-Sheet 7 5 I /7 1 4 FT I 2/ a 5 73 Fa I 9 2 K6 7 [5 I INVENTOR. JZdczm o/Z6 Jan. 1, 1952 KOLBE 2,580,558

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov. 22, 1947 9 Sheets-Sheet B @QKAZM Jan. 1, 1952 J. KOLBE 2,580,558

CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Filed Nov. 22, 1947 9 Sheets-Sheet 9 Patented Jan. 1, 1952 CASTER AND CAMBER COMPENSATION FOR BANKING VEHICLES Joachim Kolbe, Milwaukee, Wis.

Application November 22, 1947, Serial No. 787,499 In GreatBritain December 10, 1946 30 Claims. (Cl. 280-124) This invention relates to vehicles having a superstructure supported upon wheels in such a manner that the wheels are allowed normal oscillation for absorbing road shocks and the superstructure is allowed considerable lateral movement relative to the wheels. Such wheel mountings connecting the wheels and the superstructure are particularly designed to effect a tilting of the superstructure towards the inside of a curve as the vehicle travels around the curve and to return the superstructure to a normal upright position as the Vehicle travels in a straight path so that additional riding comfort to the vehicle passengers is afforded. The wheel mountings utilize the centrifugal force acting upon the superstructure as the vehicle travels around the curve to effect the tiltin movement. The oscillation springs or other means return the superstructure to the normal position and maintain the same upright under normal conditions.

The invention is particularly intended to be employed where individual wheel mountings connect the wheels and the superstructure to maintain the wheels in their proper relationship with the road at all times regardless of the relative positions of the superstructure, and where the wheels are carried by corresponding wheel knuckles which are disposed to pivot about a kingpin or other substantially vertical axis.

The invention is particularly applicable to vehicles in which the superstructure is pivotally connected to the wheel carriers to provide rotation of the respective carriers and theirwheels relative to the superstructure about corresponding banking axes, and which rotational movement would, but for the present invention, effect an undesirable movement of the corresponding wheel relative to the road.

A principal object of the invention is to provide means whereby the wheels of a vehicle are maintained in an improved relationship to the road at all times during the travel of thevehicle.

Another object is to provide a vehicle employing inclined banking axes and having means whereby the Wheel spindles and kingpin supports are properly maintained relative to the point of road contact of the wheels at all times during the turn of the same about the corresponding banking axes.

Another object is to provide for an improved camber and caster of the kingpin supports for the steerable wheels to maintain optimum standards of safety and control of the vehicle at all times during the travel of the vehicle and at the same time provide for greater banking efiects with inclined banking axes.

Another object is to provide means whereby the camber and caster of the kingpin supports for the steerable wheels on either side of the vehicle may be controlledindependently of each other.

Another object is to provide means whereby the wheels of the vehicle maybe maintainedin a predetermined relation to the road regardless of the lateral forces acting upon the vehicle.

Another object is to provide means controlling the caster and camber of the kingpinsupports of the steerable wheels responsive to changes in lateral forces acting upon the vehicle to more effectively compensate for and overcome any unfavorable. influence of the lateral forces upon the steering operation of the vehicle.

Another object is toprovide means whereby unfavorable changes in caster and camber of the steerable wheels inherent in certain types of wheel mountings or otherwise unavoidable because of practical limitations may be compensated for or offset to. provide acceptable net caster andcamber changes.

' Another object is to provide means whereby in a banking car an effective banking axis may be created outside of orbetween the hinge elements of the wheel mountings to allow greater. flexibility of design.

Another object is to provide means whereby the effective banking axis may be controlled and shifted in response to certain conditionsof road travel.

Another object is to provide means whereby either or both the tread width and wheelbase may be more desirably controlled during banking of the superstructure on turns.

Another object. is to provide means whereby banking cars having horizontal, longitudinally disposed banking hinges may be provided with a control of the independently suspended wheels and adjustment of camber therefor.

Another. object is to provide means whereby the elements of the banking mountings may be operated through predetermined angular movements in a certain timed sequence in response to given conditions of road travel.

Other objects and advantages of the invention will be set forth hereinafter.

The invention is illustrated in the accompanying drawings in which:

Figure l is a perspective view of a vehicle mounting of the type to which the invention is particularly adapted showing the superstructure of the vehicle in an upright, unbanked position;

Fig. 2 is a perspective view similar to Fig. 1 showing the superstructure in an inwardly banked position as on a turn;

Figs. 3, 4, 5 and 6 are geometrical layouts in front elevation, plan view, side elevation and true length turnover views, respectively, of the front wheels and the hinge axes therefor similar to that shown in Figs. 1 and 2 and illustrating the application of the invention thereto;

Fig. 7 is a perspective composite geometric layout illustrating the views of Figs. 3 to 6, inclusive;

Fig. 8 is a similar perspective layout for the embodiment of Figs. 9 to 13;

Fig. 9 is a perspective view of a pair of front wheels and their wheel carriers of different design showing the application of the invention thereto;

Figs. 10, 11, 12 and 13 are geometrical layouts in front elevation, plan view, side elevation and true length turnover views, respectively, of the front wheels and the hinge axes therefor shown in Fig. 9;

Fig. 14 is a front elevation of the front end of a. vehicle employing horizontal banking axes shown with the superstructure in upright nonbanked position;

Fig. 15 is a plan view of the structure of Fig. 14;

Fig. 16 is a view similar to Fig. 14 showing the superstructure in inward banked position;

Fig. 17 is a perspective view similar to Fig. 1 showing another embodiment of the invention and its application to an independent wheel suspension for the rear drive wheels; and

Fig. 18 is a perspective view of a modified construction for the invention in which two separate banking hinges are employed.

The drawings illustrate the invention as applied to mountings similar to those set forth in the copending applications by the present inventor, Serial No. 724,062, filed January 24, 1947, now Patent No. 2,576,686, granted November 27, 1951, Serial No. 742,496, filed April 19, 1947, and Serial No. 771,717, filed September 2, 1947, for Letters Patent on inwardly banking vehicles.

The present application constitutes a continuation in part of the present inventors copending application, Serial No. 641,707, filed January 17, 1946, now abandoned.

The vehicles illustrated comprise the superstructure I which may be made up of the chassis frame, engine, body and load of a passenger automobile or other vehicle, and the supporting wheels 2 which support the superstructure on the road or track.

The wheels are arranged in one or more sets, each set constituting one or more pairs, with the wheels of each pair disposed in axial alignment on opposite sides of the superstructure. In a passenger automobile such as that illustrated, there are two sets of wheels, one at the front end of the superstructure and the other at the rear end of the superstructure, and each set comprises a single pair of wheels.

The wheels 2 are secured to the superstructure l by the wheel carriers 3 which provide for vertical oscillation of each wheel relative to the superstructure for the purpose of giving a soft ride to the latter on rough roads.

The wheel carriers 3 are arranged in pairs similar to the wheels, and one or more pairs may be employed for connecting each set of wheels 2 to the superstructure. In the various constructions to be described single pairs of the various wheel carriers 3 illustrated are to be employed for each single pair of wheels of the vehicle.

Each wheel carrier is pivoted to a banking hinge support member 4 which in turn is pivoted to the superstructure by a banking hinge 5. The suspension arm 6 of the wheel carrier is pivoted to the member 4 by a substantially horizontal hinge l and to the corresponding wheel support member.

A spring 8 is provided for each carrier 3 and may be disposed as set forth in copending application Serial No. 742,496, referred to above, to control vertical oscillation of the wheel by turn of the suspension arm 6 about the hinge 1 and to control banking of the superstructure by turn at the banking hinge 5.

Each wheel carrier constitutes either the whole or a part of a counterbanking arm as set forth in copending application Serial No. 724,062, referred to above, depending upon whether a rigid axle structure or an independent wheel suspension is employed.

The present invention has to do solely with banking arms constituting independent wheel mountings and which include both the wheels and the corresponding wheel carriers as parts of the banking arms.

The invention further has to do with all such banking arms in which the wheel support member embodies a spindle or bearing structure 9 guided by a kingpin It or corresponding substantially vertical pivotal connection which in turn is secured in place by a kingpin support member H pivoted to the outer end of the suspension arm 6 by a horizontal hinge l2 parallel to hinge l.

The banking arms are arranged in pairs with the arms of each pair connected by a suitable tie rod l3 to compel the arms to operate in unison as set forth in copending application Serial No. 724,062, referred to above.

The wheels may be either steered as in the case of front wheels, or they may be blocked against steering as in the case of independently suspended rear drive wheels as set forth in applicants copending application Serial No. 771,717, referred to above, and as shown herein in Fig. 17.

Prior to the present invention it has been brought by the present inventor to be necessary to construct the suspension arm 6 either as a single member rigid with the kingpin support member II, or as a double member arranged to provide a parallelogram suspension in which the outer end of each member is pivoted to the kingpin support member II. The former construction effected a very considerable change in camber and caster both as a result of vertical oscillation of the wheel relative to the superstructure and of banking of the superstructure. The latter construction substantially overcame the change in camber and caster resulting from vertical oscillation of the wheel, but did not prevent the change due to banking of the superstructure.

The present invention utilizes the parallelogram suspension feature to control or eliminate any change in caster and camber due to vertical wheel oscillation, and at the same time utilizes one of the suspension arms for each carrier as a control arm to control or eliminate any change in caster and camber due to banking movement at hinge 5. This is accomplished by connecting the control arm l4, referred to, directly between the kingpin support member H and'the superstructure l, and offsetting its connection with the superstructure in a predetermined manner from the axis of banking hinge 5.

Thei wheel; icarriers 3 .5 are disposed. substantially.

longitudinally. .ofgthe superstructure I and each:= comprises the banking hinge. support. member 4,1. lower. suspension armmfizspring 8 :and upper icon: trolarm: I 4.

but-a rigidaxle structure-andxtherefore 2112x1101 conce fid l present invention; The .rear wheel carriers 3 are, however, in the fOI'mmOf-x bankingarms toprovidevfonbanking of therear end .1 of .the superstructure corresponding .1 to..=the 15 banking of .the .front; end. It is a1so,,noted that. springs Btfor. therear carriers are in. thelform of: rubbert-ltorsion: springs encircling the oscillating hingefhand having itszouter shell connected to:

the superstructure for operating thespring upon- .20

member I I.

Byureason of thiszparallelogram suspension, vertical oscillation of the corresponding wheel 2 caster. or camber of the .wheel.

By reason of thegparallelogram suspension, the position of the banking-hinge 5 and of the longitudinal disposition of the arms 5 and 44, there is.

ing movements on turns and thewheels remain substantially upright at all times.

The outer end. of the control. arm M is pivoted to the kingpin support i l at a point substantially spaced vertically from the pivot I2 :between suspension arm 6 and support H.

For the purpose of; controlling the change in caster during banking on turns, the change. can. be-substantially reduced by disposing thelpivotal connection l5 betweenithecontrol arm M and... thesuperstructure l in a certain relationto the axis 1690f banking hinge 5.1

In i all embodiments. of... the invention the pivot [5,. which may be called the control point, must betoffset from the axis IS in order to eifect any control. The control is dependent upon the; amount of this ofisetland the direction of-;.the ofi, set. relative to the direction of thewheel carrier 3 from. theaxis 16.1

In general, thecontrol 1point l5 ,should be; about the same height as the point I! on the kingpin axis. l8 that liesin the horizontal plane of. the center of the pivotal connection is between con-,, trol arm [4 and kingpin support II. A The point; I! may be said to be the controlled .point-onthe kingpin axis l8. Anon-controlled pointygnu 011.1: the kingpin axis 18 is.- determined by the inter section-of the axis i8..wlth.the horizontal planes, of; -the center; of the-pivot I2 between ;the.,sus pension arm 6 and the kingpinsupport l The control point I5 should be offset onthat sideof axis l6 corresponding to the oifset f, the controlled point 11 from a plane containing axis l6 and the non-controlled point 20.

The amount of offset: of control point from the plane referred to generally determines .the i amount ofeontrol or correction .of; the Wheel position, which in the embodiment of Figs. 1 to 7'3. is. representedalmostsolely by control of. caster'.pa

iven. the; More edu rementsa .wbethen.;.th .a'e; Flatt ismsedto. Obtainxthe tbankedposmomm sets-and during aegivenpamount of-.-banking;.

The. general. location: ofthe control point I53. omxthefar:or-:near :sideof the point 2|: relatives OirpOint ll'should depend upon-.the locationvande The rearlwheels .oithisembodiment .are carried io direction of the oscillation hinge 1, as .w-illkbe further explained hereinafter:

Maximum: control movement afar-point l1 obtained. when point+l is offset-.rfrom axis 16'': substantiallyat ..right.:.angles .to -.the plane. re .,ferred to, containing banking axisylficand non controlled. point. 2 0:

bodiment of Figs. 1 and for any givenmounting.

Sincethereis relatively little camber change to;.be .correctedlinthe construction of Figs. 1 and .2, and substantially all of the correctiondesired is-ingcaster, acontrol point I5 should be chosen which will efiect either a forward or rearward movement for the controlled point 'l'l relative to the movement it would have during banking if it: is'effected with substantiallynochangein either ;were toturn about the banking axisthrough the t same angular movement as the non-controlled point 29 does; the forwardcorrective movement to, take place when theccorresponding banking arm-sis on the inside of the turn, and the "rear--- substantially no change in camber during bank-t wardcorrective movement to take place when the corresponding banking arm is on the outside.

of .the turn.

In makingthelayout it .is assumed that the superstructure remains fixed at all times and that each banking arm of a pair of banking arms is rotated about. its correspondin banking hinge axis .1 6 through'the angularmovement that would take place inbanking of -the-superstructure on a turn. a

The figures show the geometrical layout for themightfront wheel 2 of the vehicle of Figs.'1 and. 2; and Fig; 3 additionally shows the left frontwheel 2 to=indicate the full frontelevational movement;

Fig.;3 'is first developed with the wheels 2 and 'kingpins shown upright in the-normalposition for,-,straight,; ahead travel 'of'thevehicle; The road;; is represented, by the line 22. The super- ""thereof.

22 and; which extend. upwardly and inwardly. toward each other and maybe said to meet at the center of motion which during normal straight ahead: travel is located. .vertically. above the cen-r cation. Seri al No. 724,062, referred to above.

Aflter -developing; the. normal position for the partsg as described above p n, front elevation for Fi 3, the same .position.for; the parts is devel-:- oped .in side elevationlin Fig. 5 and in-top. plan.

view :in;:,Fig.,-r, 4. Projection lines are shown extendingsubstantially from,,figure to figure for this DH FDOSG 4.

The geometrical layout illustrated is usefulin 1k determinin the location for the control pointlS terofugrav-ity 23. whenuthensuperstructure :is evenly; loaded, as more fully described .in. .applie.

7': the banking arm parts. It contains two views, one a projection of the kingpin upon a vertical plane containing the banking axis [6 and which shows the axis 16 in true length, and the other constituting a. projection of the kingpin upon a plane disposed at right angles to the bankin axis IS and in which the axis appears to intersect the plane at a point representing the center of rotation for the banking arm during banking.

The road line 22 is shown in the first view of Fig. 6 to provide for location by projection of the kingpin axis I 6 and points I! and 20 which are known to be at given heights from the road as shown in Fig. 3.

The points ii and 20 on kingpin axis l8 are then projected from the first view to the second View, of Fig. 6 wherein the radius for circle 25 containing controlled point I! is the turning radius for the point about the banking axis l6 assuming that no correction is made for camber or caster provided for in the present invention, and wherein the radius for circle 26 containing non-controlled point 20 is the true turning radius for the point about the banking axis IS.

The radius for circle 25 is obtained by computation from Fig. 3 and the first view of Fig. 6, the radius being equal to the hypotenuse of a right triangle having as one leg the difierence in height from the road between point l1 and its true turning point 2'! on axis i5, and as the other leg the distance between the two points I! and 21 in plan view as shown in Fig. 4. The radius for circle 26 is obtained in the same manner having regard to the point 28 on axis I6 about which point 20 turns.

The approximate degree of turn of the banking arm about the effective banking axis is determined by known factors such as the forces, leverages and spring resistances involved and the desired amount of banking to be obtained. The degree of turn for the banking arm on the curve outside may be under some conditions different from the degree of turn for the opposite banking arm on the same curve.

The kingpin represented by axis 18 is shown in the second view of Fig. 6 in dotted positions for its two extremes of banking wherein it has turned about the banking axis IS in opposite directions through the previously determined degree of angular movement.

These two dotted or banked positions for the kingpin axis l8 are then projected to the plane of the first view of Fig. 6 and from there to Figs. 4, 3 and 5 in the order named. In the first projection of point I! in its two extremes of banked position the point is located on the respective projection lines at the position where it turns about on the same point 2'! on the axis I6 at all times.

The three points I! in the first view of Fig. 6 then lie in a common plane normal to the axis l6 at point 21. Likewise point 20 is located on the corresponding projection lines in the first View of Fig. 6 at the respective positions Where it will turn about its true turning point 23 on axis l6 and always lie in a common plane normal to the axis H5 at point 26. The dotted positions for the kingpin axis 18 and points I1 and 20 in Fig. 4 are determined upon the projection lines by measurement of the distance for each point from the vertical plane of the banking hinge axis IB. This distance is determined by establishing a similar plane represented by the line 29 in the second view of Fig. 6 extending from axis points I 6 at right angles to the projection of axis [8 from the first view of Fig. 6.

Then the distance of point 20 from line 29 in Fig. 6 along the projection line for point 20 will be equal to the distance appearing in plan view between point 29 and axis IS in Fig. 4. This being so, the distance for points I! and 26 from axis IS in Fig. 4 after banking to either side of neutral will be the same as the corresponding distances established between the banked positions of the points in the second view of Fig. 6 and the line 29 measured along the corresponding projection lines.

After establishing the dotted banked positions for the kingpin axis l8 in Fig. 4 projection lines are drawn upwardly to Fig. 3, and the points l1 and 20 for the respective banked positions are located upon the corresponding lines by measuring the height thereof along the lines from the road 22, such heights being known and determined from those appearing in the first view of Fig. 6.

Projection lines drawn from the respective banked positions for points I! and 20 in Fig. 3 to Fig. 5 determine the height of the same in the latter figure. The location of the points I1 and 26 in their respective banked positions in Fig. 5 is determined upon the projection lines by measuring on each corresponding line a distance from the vertical plane of the axis 30 of the wheel corresponding to the distance of the respective point from the same plane appearing in Fig. 4.

With the banked positions for kingpin axis l8 shown in broken line on each of Figs. 3, 4 and 5. it is possible to determine the amount and kind of correction desirable. It will be noted that the principal change during banking is in caster, not in camber, and that while the wheel on the inside of a turn is increased in positive caster, the wheel on the outside of the turn is moved to a negative caster position. These tend to oifset each other partially and may not be too objectionable in steering.

However, the caster change can be compensated for in accordance with the present invention. For this purpose a control point [5 is arbitrarily selected in the second view of Fig. 6 on a suitable radius from axis point [6 and disposed laterally from a line 3| drawn between axis point [6 and point 20 when the latter is in neutral position and spaced from the line on the same side as the point I! is spaced therefrom. The rules for location of the control point [5 described previously should be followed in selecting a suitable location for the point.

For the purpose of testing the suitability of the selection, the point [5 in the second view of Fig. 6 should be assumed to rotate about axis l6 through the same angular degrees as kingpin axis l8 rotates in banking. Thus three points l5 are established on a circle 32, the central point corresponding to the neutral position which should constitute the ultimate fixed location for the control point. The other two positions are the banked positions used only for check purposes on the geometric layout.

The three points l5 are then projected upwardly to the first view of Fig. 6 and are located therein on the projection lines by first locating the central point at the same height from road line 22 as the neutral point I1, and then locating the other two points to turn about the same point in the banking hinge axis [6.

The three points I5 located in the first view of Fig. 6 are then projected to Fig. 4 and located he'ight appears in the first viewof 'Fig. 6.

therein 'c" n'- the projection lines by measuring a distance for the same from the axis l6 in Fig. 4

corr'esponding 'to the distances therefor from line 29fappear'ing in the second VieW bf FigJG.

"-The axis of oscillation hinge 'l-"is shown in Fig; 4, and'it should be noted that the movement for point l5, indicated by its three positions,- if

the p'ointis' allowed to turn with the banking" arm around axis l6, is-subs'tantiaHynormal to the axisof liiiige 'l in plan'view. This is one of the *i'equirementsif it is desired 'to r'educe the twist in wheel carrier 3 tea minimunr'as for'structures intwhich there are no ball'joints to relieve the the road as point [5.

' The three points l5 appearing in Fig. tare- "then projected upwardly to Fig. 3 and'the corresponding points are located in front elevation onth projection lines therefor by measuring the height of the same from road line 22 as'that The" points 15 are fl-nally projected froin'Fig. 3

'toFig. 5"where theyare again located in side elevation on the corresponding projection lines -'-therefor bymeasuring the"distanee for the respective poi'ntirom' the verticafp'lane of wheel axis'30 as'it ap ears in Fig. 4.

The selected"centralcontrolpoint I5; as'it appears in' Fig. 5, is then tested for suitability by drawing the-effective control arm l4 between latter is in neutral non-bankedpo'siti'onjand then drawing anarm [4 of the same lengthier each of the banked positions tcilocate'thecontrolled "points l1 asthey would appear'in' the corrected position after banking, when the construction of ill 'the present "invention is "used.

The selected control point l5' illustrated sub- 1 'stantially reduces the change in'cast'erby reducing the forward and rearward'moveinents bf the controlled point- I! during banking, as indicated.

inFigfS. The corrected positions for thek'ingpin a'x'is I 8 inside elvation after banking are "s own in lightfull lines in' Fig. 5; i The same corrected po itions are prpj ect'ed "through Fig. 3 -to Fig.' 4 and 'show'n'in top'plan viewthere'in.

The movement forthe controlle'd point llduring banking is shown to be 'more nearly parallel i to 'themovementof the non-controlled point 20 i n 'p'lan' 'elevation in Fig. '4. Thisis one of the "advantagesin-eontroI of the caster by the inven- EtiOn.

Fig. 3 additionally illustrates' tlie wheels 2 in one er the banked? positions wherein the wheels are slanting relative tothe fixedsupe'rstructure thus established actually represents the amount "ofbanking or'tilting 'of the superstructure inwardly one turn; but since inthe geometric lay- (fouts the= superstriicture is assumed to: bez fixed the i535 wheels snmoseeerevmeved relati vely thereto".to illustrateiithe"banking""obtained.

In selecting the point l5 arbitrarilyin Fig. "6

-it ispossible' thata point will be selected that "will not give thedesired control or correction for 527 "aigiven -design of mounting. If thisproves to be the case, the designer-then 'profits by' the amount bin for test. Ifitl-ieiriflesadeseribed herein-are nece'ssary' for test purposes is the distance for the point [5 from theaxis I6, i. e. the radius for circle 32.

A major factor generally involved, however, is the space requirements for the mounting, and this factor cannot be illustrated here,

Fig. 7 illustratesin perspectivehow the several views oi- Figs. 3 to 6 are taken from'a single mounting. In this figure the several views are shown in perspective on their respectiveplanes and arrows indicate the directionof the views.

Fig. 8 is a similar-perspective layout for the views of Figs. 10 to 13which constitute the geometrical layout for'the embodiment of Fig. 9.

The embodiment of Figs. 8 to 13 isdesigned 'to providea Wheel carrier 3 which is setatan angle' somewhere between the longitudinal-directionbf the carrier-3' of'Figs. 1 to 7, and a; transverse direction. In this type of construction a turn at the bankinghinge 'axis I6"would, except for the invention, effect a substantial change in both casterand camber. Thesprings' 8ai'e disposed verticallyiipon the'lower suspension arm 6 and the upper'support for the spring" is hinged to the superstructure and'connected by a bell crank 33 and link 34 to the banking hinge support member4 to' be operated upon a turn at the banking hinge 5.

In this embodiment the wheel carriers 3 for the front wheels 2 are disposed in front of the axisof the wheel spindles 9 andthe bankinghinge axes I6 "incline upwardly and r'earwardly, inwardly toward each other, as distinguished from the axes "IS in Figs. 1 tofkwhich incline upwardly and forwardly, inwardly toward eachother.

The control points 15 areofiset from the corresponding axes IS in substantially the manner described above for the control points l5 of Figs. 1 to 7. A

The" control arms M are secured to the superstructure I by ball and socket joints at the corresponding control points I5, and to the corre- 5 sponding kingpin supports H by the horizontal and' a new road line 22 is established also 'slanti1 ing relative "to the superstructure. The slant dinnerware-wears praeticallystheaonly variable 1 i5 tially free fromtw'ist if the following requirements are present: (1) the control point I5 is .disposedat'the same height from the road as the pivot [Sand controlled point 'I'l when the superstructure is upright; (2) the distance between the control point l5 and the controlled point I! isthe same as the distance between controlledtpoint -:l1-andma.point on the banking hingeuaxis l5 whichis-at the sameheight from the road as control point i5; and (3) the'control'point l5 is positioned relativeto oscillation hinges 1 and I2 'so that if the control pointwere allowed to move "as a-partof the banking arm aboutthe banking hinge axis 5'! 6 during banking,- suchmovementof the control point would appearin plan view to be substantially at right-"angles; to the axes of the oscillationvhinges.

.-The, geometric schematiclayout illustratingthe 'control' obtainable by the construction of Fig. 9 is shown in'Figsl l0-to 13, which are similar to Figs-3 to 6.

"The manner in which the' 'layout is constructed ris thesame as that 'previouslydescribed for the .ilayout-ofrFigsw3 t0- fipand neednot be repeated here. H

layout the E development of' the kingpin control by the selected point I must take into account a substantial correction in both camber and caster. For this purpose the three points I5, 1. e. the central neutral point and the two banked positions therefor established by assuming that the point is allowed to move with the banking arm about axis I6, are projected throughout all of the figures. The amount of correction in the movement of the controlled point IT in each figure corresponds to the assumed movement of the control point I5 in each instance as it appears in the corresponding projections.

The locations for the three points 25 on the projection lines leading from the first View of Fig. '13 to Fig. 11 is determined by the distance of the respective points from the vertical plane of axis I6 as indicated in the second view of Fig. 13. The location of the three points I5 on the projection lines leading from Fig. 11 to Fig. is determined by the distance of the respective points from the road line 22 as shown in the first view of Fig. 13. The location of the three points I 5 on the projection lines leading from Fig. 10 to Fig. 12 is determined by the distance of the respective points from the vertical plane of the wheel axis 30 as indicated in Fig. 11.

In Fig. 11 the efiective oscillation axes I5 and I9 for the oscillation connections of the control arm I4 to the superstructure I and to the kingpin support II, respectively, are illustrated. The movement for point I5, if it were allowed to move with the banking arm in turning about axis I6, is indicated as being substantially normal to the oscillation ax s for the connection I5 at all times. In Fig. 11 this is shown by the lines representing the oscillation axis for connection I5 for each of its three positions. and the further showing that the direction of the adjustment of point I? obtained in each instance is substantially perpendicular to such axis in plan View.

Fig. 10 shows the corrected camber for the wheels in one banked position, the broken line wheel position being the banked position for the wheels without the correction of the present invention and the light line position corresponding to the corrected position obtained by employing the present invention. The correction in camber is purposely insufficient to provide a complete 7 compensation for camber change, since it may be desirable to have the wheels tilt toward the outside on a turn in order to follow the fender space as the superstructure moves outwardly on the turn. This is particularly important with respect to the wheel on the inside of the turn since the superstructure moves downwardly relative thereto as it moves laterally.

In this connection it is possible to maintain the wheel on the outside of the curve substantially upright and to allow the wheel on the inside of the curve to tilt outwardly to accommodate space requirements, a construction which is acceptable in many instances due to the fact that the inside wheel carries less load on the curve than the outside wheel.

The construction of Figs. 14 to 16 illustrates a design in which the banking hinges 5 are disposed horizontally and parallel to the longitudinal center line of the vehicle. Fig. 14 shows the construction schematically in front elevation with the wheels and superstructure in normal upright position. Fig. 15 shows the construction in'top plan view, and Fig. 16 is similar to Fig. 14 showing the construction with the parts in a banking position as on a turn.

The mounting and operation of spring 8 is sub- 12 stantially the same as for the construction of Fig. 9.

In this construction the control obtained is solely in camber since the caster remains substantially constant at all times. The camber control in which the wheels are maintained more nearly upright is shown in the shaded areas in Fig. 16.

The construction of Figs. 14 to 16 is completely free from twist and therefore the rules described to free the carrier members from twist, as in the case of the construction of Figs. 8 to 13, are not required here. This means that the more nearly horizontal the banking hinges are, the greater is the freedom of design in the location for the control arm I4.

By locating the control arm I4 high up, as shown, a better oscillation geometry is obtained, since a longer control arm and suspension arm may be employed.

In general, the longer the effective banking arm, the less is the change in camber and caster to be controlled. Short banking arms have to transcribe a larger angular movement for a given banking effect, than long arms.

By control ing and additionally moving the controlled point I I of the kingpin there is a chan e in length for the banking arm during banking.

In the construction of Figs 1 and 2 this change of length is relatively unimportant in the banking operation and is reflected almost solely in the desired control of the caster.

In the construction of Fig. 9 and more in the construction of Fi s. 14 to 16, the change in length of the banking arm becomes a factor in the banking operation.

As the banking hinge axis I 6 approaches a hori ontal position in the design of the mounting, the location of the control point I5 may be made to effect a substantial improvement in banking of the superstructure at the same time as it improves the camber.

In general, the turn of the kingpin around its bankin hinge leads it into certain more or less acceptable positions. The inclination of the banking hinge axis determines these positions.

By adding a new means to influence the positions of the caster and camber angle of the kin pin more freedom will be given to choose the inclination of the banking hinge axis. itself. Not considering this invention, it is, for instance, necessary to keep the ban ing hinge fairly far away from the kingpin in order to avoid too large a caster or camber change. By emnloving means to control the changes, the banking hinge may be placed nearer towards the kingpin, which for many reasons might be desirable.

The invention is susceptible of many different specific embodiments. For instance, it is possible to locate the suspension arm 6 above the control arm I4, as shown for the front wheel mountings in Fig. 1'7.

In this illustration the pivot I9 lies on the kingpin axis I8 and is disposed directly between the control arm I4 and the spindle bearing support 9, which latter forms part of the kingpin I I] and the upper end of which is supported by kingpin support member I I.

The coil spring 8 is mounted horizontally between a bell crank on the upper suspension arm 6 and a bracket on the superstructure I, similar to the construction of Fig. 1.

Fig. 17 also illustrates the application of the invention to the reardrive wheels 2, which are non-steerable, and which are mounted inde- [by the horizontalpivothinge' 36 extending longia.

tudinally :of .thee superstructure. L.The WheelsZ aareuconnectedatoz the superstructure i by wheel carriers: offitherigen'eralf type. of Fig.1 1 i each with :Ithe: lowerx suspensionizarm. fiup'ivoted "to a. support "member. I lrbya horizontal hinge .l2. a'lhebearing supportiiinember 9 1. constitutes .the: kingpinuand .sis supportediat its lower end by kingpin support member. I I1 and at itsupper endrby the control arm :l..4',.providing a vertical pivot l 6. similar to the :kingpintof Fig) 1.

.zTheirear Wheels 2; are blocked. against steering I ..lay L tie: rods 31: extending fromfthe: :rear. sidezof Imember 9 to the differential: 1101151118 135.

ztlIhe drive for lther-rear wheels. is :by:..means of :separaterdrive shaftsconnected. to .the' diff- .ferentialfsby. universal joints '39 and: to theiihub of.each wheelbyzuniversal joints 4!).

A The spring 3 is :in the 'form 'oi aleafr spring and "sisrsecured at its center. to; the. swinging differential.housing 35,-andshackleol atits ends tOJZhQi;

:bearing support'member 9.

Thecontrol points I5 are ofiset from the corlrespondingbankinghinge axes 6 to maintain the roaster for kingpinpivot it andatherebyttake 'ilateral'and :brake forces without any danger oi;

apossible substeering.

In'both front and rear mountings it is possible :to :design the same to avoid twist.

:Where' the carrierxis designed to be free from twist it is. not necessary to. employ. ball ll-11d socket. joints for the connections v between i the control arm! 4: and the superstructure I.

' This construction makes possible the carrying T'Of2 additionalloads su'ch as. lateral andubrake forces by .the'control: arms [4,.anda corresponding lightening of the construction of the suspenlsion arms 6.

. Fig. 18 illustrates such aconstructionrinwhich .no ball andwsocket joint is present. This latter construction-employs a skew universal: joint. abe- -tweezr control :arm: I li and superstructure ,1 cor- .z responding to the? skew ;.universal jointipbetween suspension'xarmf 5'. and superstructure I',;.an'd':ccn- -nectsithe;corresponding support members 4 by a "shackle; 4 litoxcompel. operation-cf. the two mem- :bers- 41in..unison *duringrbanking. The pivot .ihinges betweenrcontrol; arm I dand its correspond- :i ing; support member G and-also support member I I .areirparallel to Reach other and parallel to the corresponding oscillation" hinges 'l and IZ; to a 55 provide freedom for vertical oscillation of ithe wheel .2. ...Likewise a the pivot hinges between '1 shackle 4 lxaand' the? respective support membersd :zarez parallel to I each other: and parallel to the bankingiihinge Beandtlthe hinge 42 between the --.toi..the: extenthttheinrespective participation. ins

zscarrying i-doaids. T LIkGWi'SBZthBY :.both constitute c controliarms'f toithe extent that each" contributes totlthe adiustm'ent'fof the: position. of th e kingpin axis l8.

" The construction 'of'Fig. 18 wherein the arms 7 are interconnected I by shackle 4 I compels arms fi andlfl to act in unison, ther"ebyconstituting reach'ra suspension arm and i also a control arm. Infithisi construction neither hinge i not "hinge banking ..arm,'c but. a resultant? effective'il banking Maxis will be established. LThisiefiectivevbanking .axis doesnotremain fixedrelative to the superstructure I. during bankingybut may. have allimited movement in aldirection increasing the banking. action obtainable for a igivenaangular 'move- .ment of the banking arm.

In all of a the embodiments of the. inventionian articulated -banking connection is. employedbetween the suspension-arm and the superstructure. In theembodiments'of Figs. 1 to 13, and 17 and 18a skew or banking'type of universal joint is employed between atleast one of the arms of the carrier and the superstructure to guide the latter to a banked position on turns. In the embodimentof'liigs. 14, 15 and 16, wherethebanking axis is substantially horizontal and disposed longitudinally of the superstructure, a universal -joint*becomes unnecessary and the banking is obtained by bringing the two pivot-axes or the *articulated joint structure into parallel relationship. 'Bythis' means one of the armsoi -the carrier may be pivoted directly to the superstructurepthereby eliminating one of the pivothinges otherwise required for banking.

The control arm in eachinstance should be considered as a secondary suspensionarm, particularly where it serves to take load-forces-of any kind. The functioning of thecontrol arm or secondary suspension arm may vary from-that of mere control to that of-carrying substantially equal loads with the -main suspension arm,"depending upon the designof the-banking arm.

The invention may have various embodiments within the scope ofthe claims.

\ I claim:

1. In a vehicle in which the superstructure" is supported for inward banking on turns by a plurality of pairsot correlated banking arms having corresponding banking axes inclined fromthe horizontal; at least one pair of banking arms constituting independent 'wheel mountings and including'therein the- Wheels for supporting the same on'the road with wheel support members disposed to carry the corresponding Wheels upon substantially vertically disposed pivotal-axesand adapted -t0-osci1late= vertically relative to the superstructure substantially independently of the corresponding banking axis, a control arm constituting a partof each said latter specified banking armmonnected between the "wheel support member andthe superstructure with the latter *connectionoffset from the inclined banking axis to provide a control of the change in-either caster or camber or both *during inward banking of the 'superstructurean'd provide a parallelogramwheel "mounting" to maintain the caster and' camber within acceptable limits during vertic'al oscillation ofthe wheel.

2: Ina vehicle 'of theclass"described, a superstructure, a pair of banking arms secured to the superstructure to turn relative thereto on corresponding correlated banking axes inclined from-the horizontal "and which "efiect inward banking or the superstructure on "curvesraroad wheelconstituting "the outer-endpreach banking arm and carried-by a sub'stan'tlally' vertical pivot 'to' provide" for steerin control of the wheel angula'rly relative to its carrientheremainder of each *banking' arm' between said pivot and the superstructure constituting the wheel carrier having a substantially horizontal suspension rm connected "to a supportmember for said "Div0t and providing forvertical oscillaltlon of will i consttmte the tru banking aids "for the a m the pivot support aiid wheel substantially lndependently of a turn at the corresponding banking axis, and means constituting a part of each carrier to control the angular movement of said pivot and of said wheel in caster and camber during banking movement of the banking arm comprising a control arm movably connected between the pivot support and the superstructure with the connection to the pivot support spaced axially of the pivot from the suspension arm connection thereto in a direction to dispose the control arm substantially horizontal for cooperation with said suspension arm in providing parallelogram action in vertical oscillation of the wheel and with the connection to the superstructure offset from the inclined banking axis.

3. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about correspondin banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure, one of said connections being articulated to provide for turn of the corresponding suspension arm about a banking axis during bankin of the superstructure, and the other connection being offset from the said axis to provide an effective banking axis for the entire banking arm and a control of camber and caster changes during turn of the banking arm at said last named axis.

4. A vehicle in which the superstructure is supported forinward banking movement on turns b a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel. and a skew universal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure and for turning of the entire banking arm about an effective inclined banking axis during banking of the superstructure, the banking hinges being ofiset from each other to control changes in caster and camber for the wheel.

5. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated bank- 16 ingarms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a skew universal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure and for turning of the entire banking arm about an effective inclined banking axis during banking of the superstructure, the banking hinges being interconnected to turn in unison and being offset from each other to control changes in caster and camber for the whLel.

6. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure, one of said connections constituting a skew universal joint to provide an inclined banking hinge for turn of'its corresponding suspension arm during banking, and the other connection being universally movable and offset from the axis of said banking hinge to provide a control for changes in caster and camber of the vertical pivot during banking, both connections providing an effective banking axis for the banking arm.

7. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter'banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel supportmember horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, anda pivotal connection between assumes;

each suspension arm and the superstructure pro-* viding for vertical oscillation of the wheel relative to the superstructure, one of said connections having both a horizontal hinge for saidvertical oscillation and a banking hinge for compelling the entire banking arm to turn in response to: lateral movement of the superstructureon road J turns,'andthe other connection being ofisetlaterally from said banking hinge to provide a control of changes in caster and camber for the Wheel during banking and cooperating with saidbanking hinge to establish an efiective bankingw axis for the banking arm.

8. A vehicle in which the superstructure is 11 supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes,atleast one pa'ir of said banking arms including therein the wheels for supporting the same on theroad and provid in'g for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during bank ing, and each of said latter banking arms com-' prising a parallelogram suspension structure having an upper'and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheelsupport member horizontally pivoted to' the outer endsof said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection'between each suspension arm and the superstructure providing for Vertical oscillation of the wheel relative to the superstructure, oneof said connection" having both a horizontal hinge for vertical oscil lation anda banking hinge for compelling the entire banking arm to turn in response to lateral movement of the superstructure on road turns, andthe other connection having a single hori zontal" hinge ofiset substantially vertically "from said banking hinge to provide a control" of 1 changes in camber forthewheel duringbanking; and cooperating with said banking hinge to establish an efiectiv'e banking'axis for the banking arm."

9AA "vehicle in which the superstructure is supporte'd for inward l banking movement on turns by a plurality of "pairs 'ofcorrela'tedbank ing-arms connected to thesuperstructure toturn about corresponding banking axes; at least one pair-of said "banking arms including therein the wheels for supporting the same on thB IOad aIIGw providing for resilient independent vertical *oscillationof the wheels with a tie between the arms providing for correlated action of the arms =during-banking,- and each of said latter banking arms comprising a parallelogramsuspension structure having an upper and a lower arm disposed substantially horizontally in normalwposition-and spaced vertically from one another, a wheel sup port rnember horizontally pivoted to the outer endsof said suspension arms and iembodying a substantialy vertical pivot forsteerin gcontrol of thewheehand a (pivotal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative tothe superstructure, one of said connections having both a horizontal hinge for vertical oscillation anda skew banking hinge foracompellingthe entirebanking arm to turn about an inclined bank -w ing axis in response to lateral movement of the" superstructure on road turns, and the othenconl nection having a single universally movable joint, offset from the axis of said banking hinge-iina y direction correspondingito the direction of said vertical pivot looking toward the corresponding suspension arm from the suspension arm carried by said banking hinge whereby changes in caster and camber for the wheel during banking are ouconnected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation lot the wheels with a tie between the arms pro- 1 viding for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed sub-. :stantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control lroi' the wheel, and a pivotal connection between each suspension arm and the superstructure pro viding for vertical oscillation of the wheel relative to the superstructure, one of said connections being articulated to provide for turn of the correlisponding suspension arm about a banking axis during banking of the superstructure, and the other connection being offset from the said axis in a direction corresponding to the direction of said vertical pivot looking toward the correspondting suspension arm from the suspension arm carried 'by said articulated connection, whereby corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providsmdng for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and ,spaced vertically from one another, a Wheel sup port member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection between each go-suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure, one of said connections having both a horizontal hinge for said vertical oscillation and a bankinghinge for compelling the ,1 entire banking arm to turn in response to lateral "lookingtoward the corresponding suspension arm from the, suspension arm carried by said banking hinge, whereby. changesin caster and camberfor the wheel during bank-ing are substantially reduced and anefiective banking axis istprovided .for the entire banking-arm.

12. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure, one of said connections constituting a skew universal joint to provide an inclined banking hinge for turn of the entire banking arm during banking, and the other connection being universally movable and offset from the axis of said banking hinge in a direction corresponding to the direction of said vertical pivot looking toward the corresponding suspension arm from the suspension arm carried by said banking hinge, whereby changes in caster and camber for the wheel during banking are substantially reduced and an effective banking axis is provided for the entire banking arm.

13. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms pro viding for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed sub stantially horizontally in normal position and spaced vertically from one another, a Wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a skew universal connection between eachsuspension arm and the superstructure providing for vertical oscillation of the allel and offset from each other to provide an efiective banking axis for the banking arm different from the axis of either banking hinge and which is movable to reduce changes in caster and camber for the wheel during banking.

14. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, a wheel support member horizontally hinged to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, a skew universal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstructure and for turning of the entire banking arm about an effective inclined banking axis during banking of the superstructure, each of said connections having a hinge support member between a substantially horizontal oscillation hinge and a bank ng hinge which latter hinge is inclined upwardly toward the vertical plane of the wheel axis transverse to the superstructure and toward the vertical longitudinal median plane of the superstructure, with the banking hinges for the suspension arms substantially parallel and offset from each other to provide an effective banking axis for the banking arm different from the axis of either banking hinge and which is movable to reduce changes in caster and camber for the wheel during banking, and a shackle interconnecting said hinge support members on pivotal axes parallel to said. banking hinges to distribute load forces to both suspension arms.

15. A vehicle in which the superstructure is supported for inward banking movement on turns by a plurality of pairs of correlated banking arms connected to the superstructure to turn about corresponding banking axes, at least one pair of said banking arms including therein the wheels for supporting the same on the road and providing for resilient independent vertical oscillation of the wheels with a tie between the arms providing for correlated action of the arms during banking, and each of said latter banking arms comprising a parallelogram suspension structure having an upper and a lower arm disposed substantially horizontally in normal position and spaced vertically from one another, each suspension arm extending in a direction substantially parallel to the longitudinal center line of the superstructure, a wheel support member horizontally pivoted to the outer ends of said suspension arms and embodying a substantially vertical pivot for steering control of the wheel, and a pivotal connection between each suspension arm and the superstructure providing for vertical oscillation of the wheel relative to the superstruc ture, one of said connections constituting a skew universal joint to provide an inclined banking hinge for turn of its corresponding suspension arm during banking, and the other connection being universally movable and ofiset from the axis of said banking hinge in a direction corresponding to the direction of said vertical pivot looking toward the corresponding suspension arm from the suspension arm carried by said banking hinge, whereby changes in caster for the wheel during banking are substantially reduced and an efiective banking axis is provided for the entire banking arm.- 

